Attachment for locomotive-engines



(No Model.) 5 Sheets-Sheet 1.

`W. J. HOLMAN. ATTACHMENT POR LOCOMTIVE ENGINES. No. 546,153. Patentedv Sept. 10, 1595.

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W. J. HOLMAN. ATTACHMENT FOR LOCOMOTIVE ENGINES.

Patented Sept. 10,1895.

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W. J. HOLMAN. ATTACHMENT FOR LGOMOTIVE ENGINES.

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l Patented Sept. 10, 1895.

(No Model.) 5 Sheets-Sheet 4. W. J. HOLMAN. ATTACHMENT' POR LOGOMUTIVE ENGINES.

Patented Sept. 10,1895.

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AN DREW BLRAHAM. "GTO-UnlwASHINGTUN. UC

5 sheets-sheet 5.

(No Model.)

W. J. HOLMAN. ATTACHMENT FOR LOCOMOTIVE EJGJNTJJSI` Patented Sept. 10, 1895.

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WILLIAM JENNINGS HOLMAN, OF MINNEAPOLIS, MINNESOTA.

ATTACHMENT FOR LOCONIOTIVEENGINES.

SPECIFICATION forming part of Letters Patent No. 546,153, dated September 10, 1895.

Application tiled December 18, 1894. Serial No. 532,139. (No modelJ To ttl whom t may concern,.-

Be it known that l, WILLIAM JENNINGS HOLMAN, a citizen of the United States, residing at Minneapolis, in the county of Heimepin and State of Minnesota, have invented new and useful Attachments for Locomotive- Engines, of which the following is a specification.

My invention relates to improvements iu locomotive-engines; and it consists in the formation and use of a series of compound trucks com posed of double-tread,single-lian ged, axlecoupled metallic or composition friction rollergeared wheels-so constructed, proportioned, and arranged as that when placed under the locomotive driving-Wheels and superstructure the same horizontal position of the boiler is Vmaintained without any expensive or material alteration of the locomotive proper.

The objects or purposes of my invention are to increase the speed, safety, and economy of railroad travel and transportation. I attain these objects by the mechanism illustrated in the accompanying drawings, in which Figure 1 is a side elevation of an ordinary locomotive with my attachments in position on the track.' Fig. 2 is an inside view of the sectional detail of one of the speeding-trucks with one of the driving-wheels of a locomotive resting upon it, showing the position and arrangement of the sectional links about the axles coupled byturnbuckles. Fig. 3 is a rear View of the same. Fig. t is an inside view of the pony-truck 2 carrying the pilot and forward end of the boiler, showing the position and arrangement of the links, checkrods, equalizers, and pendants, and their antifriction-rollers. Fig. 5 is a front view of the same. Figs. G, 7, 8, 9, and 10 are detached detail views, enlarged, of the friction-geared wheels with the axles foreshortened. Figli is an enlarged side elevation of one of the speeding-trucks with a section of one of the driving-wheels resting upon it, as vieu-ed from outside the track. Fig. 12 is an enlarged plan view of the saine, and Fig. 13 is an enlarged front elevation of one side of the same. Fig.

le is a sectional detail of a portion of one ofthe axles and bearing sleeves or collars and a set of the coupling-bars, illustrating more fully their construction. Figs. 15, 16, and 17 are perspective views of theV sleeve, collar, and binding-nut detached. Fig. 18 is an enlarged sectional detail of the pony-truck viewed from the inside, illustrating a modification in the supporting mechanism, and Fig. 19 is a front View of the same. Fig. 2O is a View similar to Fig. 18, illustrating another modification in the manner of constructing the pony-truck. Fig. 21 is a front view of the same.

To be more specific, my attachments consist of compound trucks composed of 'ten hanged Wheels coupled by axles of various lengths suited to the gage of the railroad, the position of the wheels in the truck and the oflices they perform, there being live pairs of wheels in each truck, which may be of any kind of metal or composition best suited to durability and safety. One of these trucksI place under each pair of the locomotives driving-wheels, and by way of distinction call themspeeding-trucks. (See Figs. 2 and 11.) One truck (when the locomotive used is so fashioned as to require it) is placed forward of the speeding-trucks, which in common railroad parlance is called a pony-truck, the office of which is to support with stability, not absolutely rigid, in any required position the pilot and forward end of the boiler, as shown in Figs-t and 5. As the two speedingtrucks are substantially equivalent, I have designated the corresponding parts by like letters of reference, D D2 D3 being the axles of the lower set of Wheels, the axles D having the flanged Wheels D4 D5, the axles D2 having the hanged wheels D* DI, and the axles D3 having the flanged wheels D8 D9, the wheels D4 D5 and DED7 being of the same diamcter, While the Wheels DSDgare preferably of larger diameter, as hereinafter explained. The wheels D4 D5 have outwardly-extended hubs DWD, the wheels DS D have outwardlyextended hubs D14 D15, While the Wheels D D7 have similar outwardly-extended hubsD1G D17. The wheels Dq1 D5 D6 D7 are uniform in diameter, -and the hubs of the Wheels D8 D9 are also uniform, but larger than the hubs of the smaller Wheels.

D26 D27 are the axles of the upper tier of wheels, the hanged Wheels being denoted at D1S D19 D20 D21, and resting by their treads upon the hubs of the Wheels D'i D5 D6 D7 DS D9, and supporting the main traction-wheels IDO of the locomotive upon their hubs DlzDQSD24 D25, as shown. rlhe forward or pony-truck wheels II H2 are placed upon the axles His H4, which are shorter than the ordinary and arranged to be supported upon the inwardly-extended hubs H5 H6 H7 of the flanged wheels'H8 Il9 H10, the latter mounted upon the axles H11 H12 H13, the central wheel H9 being preferably larger than the wheels Il8 H10, as shown. By this means the forward truck is supported in line with the other parts of the locomotive and the whole weight borne by the antifric-l tion-rollers. The central wheel H9 being larger than the wheels Il8 H10, the tendency of the truck-wheels Il H2 to climb over the wheels upon the rails is lessened, While at the same time the strains are uniformly distrib uted.

Each wheel in the speeding-truck has two diameters in line with a ycommon center. The smaller of these, for brevity, I have termed the hub,7 While the larger diameter of the wheels I designate as the major part, and these in every case are flanged, while the hubs in no case are. (See Figs. 6, 7` 8, E), and 10.) The flanges may be on the inside margin of the periphery or tread facing outwardly, as in the case of a common carwheel, with the hub extending outwardly, or the flange may be on the outside of the periphery facing inwardly, with the hub extending outwardly, as may be required, for best results intheir positions and arrangement (see Figs. (S and S); or, as in case of the raiLWheels of the pony-truck, the flanges may be on the inside peripheries of the major parts facing outwardly, with the hubs extending inwardly, which places the flanges. approximately around the center of the wheels, as shown in Figs. 9 and l0. The difference between the diameters of the major parts and hubs of the wheels I term gearing, and since the peripheries of the wheels are friction-surfaces, not cogged, they are called friction-geared wheels. lt must be obvious that the sizes of the gearing may be greater or less, this to be determined by the requirement in any given construction. The gearing may be such as to double the speed of the ordinary locomotive without increasing the action of the movable parts of the engine, or impairing to any appreciable extent its efficiency in other directions. The Width of the periphery or tread of the hub should in all cases be made to exceed that of the major part of the wheel by a half-inch or more, to avoid any interference of major parts, under any circumstances short of breakage and Wreck, as shown in Fig. 13. The projecting corners of all hubs should be made oval or rounding somewhat, to conform, as near as may be, to the reversed form of the fillet forming the connection between the tread and flange of' the wheel made to rest upon it, so as to avoid or lessen abrasion from contact in motion.. The tread or periphery of the major part of the rail-wheels (the wheels in direct contact with the rails) Vshould be beveled or conical, as any ordinary car-wheels, while all the other treadfsurfaces throughout the truck-wheels, and the driving-wheels of the locomotive as Well, should be made plane surfaces, corresponding with the planes of their axles, so that when placed in contact with each other in pairs their bearings would be perfect throughout.

It will be observed by referring to the draw ings, Figs. 2, 3, 4, 5, ll, l2, and I3, that the wheels composing the trucks are doubletiered-three wheels on either rail coupled by their axles forming the base, with two above them on either side severally resting on the center wheels and the ones on their respective sides. In the speedingtrucks the treads et' the major parts of the rail-wheels by their axles are made to conform to the rails, with their flanges inside facing the rail, the hubs extending outwardly, while the two pairs ot' wheels above these are so spaced by their axles that their major parts are made to rest on the hubs of thek wheels beneath them. The flanges on the upper wheels are on the ont- Side of the periphery, facing the hubs of the wheels beneath and given sufficient play to accommodate themselves to the curvature of the track. The hubs of the upper wheels extend inwardly, forming the bearings of' the driving-wheels of the locomotive. (See Fig. 2.)

No change in the gage of the driving wheels is made necessary in the applicationA and use of my device, as more clearly indicated by reference to Fig. 13.

The sizeof the speeding-truck wheels for both the upper and lower tiers and the distance apart that the track-wheels should be placed will always be properly determined by the diameters and wheelbase of the drivers in a given construction, the wheels being so varranged with the drivers in place upon them that the sum of the weights through their strains will be equally distributed upon the track-wheels; but in the case of the ponytruek, the weights coming upon it vertically through the two pairs of upper wheels, as in the case shown in Figs. l and 4, the center rail-wheels should be enough larger than those forward and back ot' them to insure one-third only of the weight borne by and imparted through the upper wheels to fall upon them, while the remainder would be carried by their fellows in front and rear in equal parts, and their several sizes in this proportion should be so regulated as to carry the boiler in a horizontal position.

Having determined the size of the wheels and their positions relatively, I will now proceed to describe my method of holding them in their proper places. Each of the railwheels have their axles passing through their centers and projecting outwardly/beyond the wheels sufficiently to admit of there being placed about those of the two extreme basewheels two pairs of parallel coupling-bars H14 H15, one pair on either side, made in sec- IOC IZO

tions and coupled about the journals by straps H16, bolted to the sections between shoulders and iianges to stay them in position far enough apart to admit ot' ant-ifrictionrollers, two and a half or three times the diameter of the projecting axles, to be placed between them, leaving the inner bar sufficiently removed from the wheels to prevent any contact with the flanges of the wheels in the upper tier. These antitriction-rollers are journaled into the side bars, one H at or near either end directly over the centers of the projecting axles and resting upon them,

Y so as to carry the side bars free from any vertical. contact with the revolving axles or journals, while two other antifriction-rollers H21 H`22 are similarly journaled at or near either end of the side bars and placed forward and back in contact with the same journals, though slightly belowr an imaginary line drawn through the centers of the con- `tignons wheels, to prevent the upper anti- 3 o arles D2 of the center railwheels of all trucks,

with shoulders a far enough from the wheels in the speeding-trucks to prevent the side bars from coming in contact with the ilanges of the wheels in the upper tiers. (See Figs. 11i, l5, 1G, and 17.) About these spindles I place openended brass or cast-stee1 sleeves a2, lined inside with Babbitt or other soft metal or composition. The rims or rings of the sleeves should have sufficient metal to resist any strain that ever would be liable to come upon them in successfully resisting any tendency ofthe track-wheels separating along the rails, owing to the weight upon them, after being coupled about by the four sections of coupling side bars H14 H15, two in each section, pulling in opposite directions about them. On the inner ends of these sleeves toward the wheels projecting flanges as are formed as shoulders, against which the inner section of the side bars H1Al H15 are made to rest, and the length ot' the sleeves, measuring from the shoulders of these flanges, should exceed by a half-inch or so the space from outside to outside of the side bars at the ends where they are iixed by the shoulders and grooves and flanges of the journals of the antitriction-rollers, so that the two parallel side bars may maintain their position buckled around the two ends of the sleeves. Il have separating-rings o. tightly ttin g the sleeves between the parallel sections of the side bars to stay them in position. The outer circumference of the projecting end of the sleeve beyond the line of the side barsI have threaded to receive a thin cap uf, with heavy flanges, the insides of which are threaded so as to screw onto the projecting ends of the sleeves,

the heavy flanges forming shoulders acting as stays for the outer line of the side bars in all cases. -The caps also serve the purpose of excluding dust and preventing waste of oil or grease used for lubrication. This construction affords a vertical working hinge in the center of each'truck, enabling the wheels to accommodate themselves freely to any irregularities of track, as shown more clearly by reference to Figs. 1l and 12.

Having determined the size and position and held in placement the three. rail-wheels of the speeding-trucks, I will proceed to complete them by placing the major parts of the two upper pairs of Wheels on the bearings formed by the hubs of the central rail-wheels, and those of the adjacent wheels on either side, giving them about the same play loetween the flanges and the hubs as is common between the anges of car-wheels and rails. The extreme projections of the hubs of the rail-wheels of the speeding-trucks, by means of the wheels of the upper tier, form the base or gage of the locomotive-drivers when in position upon the track. This would be equivalent to widening the standard-gage roads thirty-three per cent., and I claim for the trucks a reduction of the oscillatory motion of the engine sixty-six per cent.- To these considerations and the fact that by raising the locomotive and inserting thetrucks the construction is made bottom-heavy rather than top-heavy and the conclusion must be irresistible that the danger of derailment from irregularities of track and hi gh-speedin g will be greatly lessened in the use of my device, as compared with the common construction. There are no projections of the axle or journals on the upper wheels of any of the trucks, as shown by Figs. 3, 5, 8, 12, and 13. In like manner the drivers of the locomotives are placed on the bearings formed by the hubs of the upper tiers of wheels projecting from the major portions ot' the truck-wheels inwardly, giving them the same play as between the upper and lower tiers ot' the truckwheels. The positions Vot the wheels rela tively, including the drivers, and the direction of their strains in placement, are such that no appliances other than the two parallel coupling side bars would be necessary to prevent displacements,whilethe engineeris using ordinary care in the management and control of the engine, except in cases of unavoidable accident; but to avoid the possibility ot displacement of the wheels from carelessness or other causes, short of Wreck, where anything may break, I couple the axles ot' all the wheels in contact in all the trucks, including those of the drivers, ou both sides of their centers, with slack sectional links F lined inside about their bearings with Babbitt or other sott metal, and regulated in their lengths by turnbuckles F2. These links are never in 4tension with the wheels in full bearing, but

are sensitive in disturbances, ever ready and of sufficient strength for any emergency. As

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stated, the nanges of the rail-wheels of the pony-truck may be on the inside of the periphery of the major part facing the rails, with hubs projecting inwardly, as shown in Figs. 1S and 19, or where the position of the cylinders of the locomotive are made to permit it, the hubs may be made to project outwardly and the axles of the upper tier of wheels lengthened and the wheels reversed, presenting the same general appearance as one ofthe speedingtrucks, as shown in Figs. 20 and 21. The railwheels of the ponytrucks are coupled together by side bars G, in principle substantially the same as those of the speedingtrucks, as shown in Figs. 1 and 11, the upper tier of Wheels in the ponytruck having but one tread each, being plane surfaces, otherwise formed as ordinary carwheels having no projecting` journals. (See Figs. 5, 19, and 21. I construct and place around the axles of the two upper wheels in the pony-truck and as near either wheel as may be without interference hangers E E2 in pairs, so spaced as to admit of antifrictionrollers E3 E4 between them and journaled into them above and about the axles, as shown in Figs. 4, 5, 18, and 19. The antifriction-rollers, through their journals, support the hangers with any weight upon them in suspension while revolving about the axles as the Wheels may turn. These hangers may be formed in sections and bolted together, so as to encircle the axles, but kept from contact with them by the antifriction-rollers E3 E5 E11, as more clearly shown in Figs. 4, 5, 1S, and 19. At the lower ends of the hangers E. E2 rests are formed to receive heavy round pins E7 E8, with grooves and shoulders at the ends, which are placed enough below the axles to admit the ends of the heavy equalizing-beams EJ E10 to rest upon them and extend from one to the other of the opposite hangers on the respective axles without interference. The greatest depths of the equaliZing-beams E9 E10 are at their centers and the opposite beams are connected by a cross-rod E11, around which, at either end and near the equaliZing-beams, are placed two check-rods E12 E13, extending in opposite directions and with some slack coupled about the outer axles H11 H13 of the railwheels Il8 H10 to prevent collision with the hangers or rollers, the equalZing-beams E9 E10 forming the foundation upon which a platform is supported, to which the female truck center casting E14 is bolted, thus completing the truck. Safety-links Fs will also be arranged about the axles of the pony-truck similar to the links F on the speeding-trucks and for the same purpose.

By the employment of the antifriction` roller-supported hangers in the pony-trucks I claim a saving of at least three-fourths of the ordinary journal-friction. Slack chains K couple the trucks under each separate pair of driving-wheels at their ends as additional safeguard-binders.

To one skilled in mechanical construction the points where lubrication would be required in my device will be so apparent that I have thought it quite unnecessary in the drawings to show oil-cups or other devices therefor or to refer to them in my specifications.

Place a pair of driving-wheels upon one of my trucks and draw lines tangential to the driving-wheels through their points of contact with the wheels below and produce the lines to an intersection and you have inclined lines of V shape, givin-g two bearing-points for each driver with an aggregate bearingsurface of sixteen inches, While with the drivers on the horizontal rail with a single bearing-surface under eachthe aggregate bearing-surfaces could not exceed four inches, and hence with my trucks greater adhesion and durability of surfaces in contact is secured, and, if greater adhesion, morepower may be applied Without slipping the drivers, which is always the limit of the power of a locomotive.

In my construction I have three wheels on either rail in each truck and two on the top of these. More would be surplusage and less would be injudicious, involving the reconstruction of the entire locomotive. The iiexibility of my trucks with the locomotive resting upon them is such that at least two thirds of the concussion and oscillations from irregularities of track are absorbed by them, imparting an ease and steadincss of motion calculated to prolong the life of the engine, road-bed, -and'rails, while the multiplied distribution of the weight through the wheels and over the tracks is no small factor in their preservation as Well.

Since in my construction there are three bearing-points on the rail under each driver, the chances of rail-breaking are reduced more than it is proposed the speed shall be increased, and so with iiange and axle breaking, while the liability of spreading the track or jumpingthe rails is lessened in a greater degree by the diminished and evenly distributed weights along the rails and the action of the flanges on the upper tier of wheels in the trucks.

Having thus described my invention, what I claim as new, and desire to secure by Letters 1. The combination with a locomotive of a speeding truck consisting of reversely fianged wheels having inwardly extended hubs running in contact with the treads of the vlocomotive drivers, and flanged traction wheels coupled by their axles and running upon the track and having outwardly extended hubs supporting the treads of said reversely anged Wheels, whereby the speed of the locomotive may be increased without altering its running gear or increasing the speed of the moving parts, substantially as and for the purpose hereinbefore set forth.

2. The combination with a locomotive of a speeding truck consisting of reversely iianged- IOZ) IIO

wheels having inwardly extended hubs run'- ning in contact with the treads of the locomotive drivers, and flanged traction wheels having outwardly extended hubs supporting the treads of said reversely flanged Wheels, and with the axles of said traction wheels coupled by independent side rodsadapted to oscillate about the central axles whereby the speed of the locomotive may be increased without altering its running gear or increasing the speed ot the moving parts and the requisite ilexibility scoured, substantially as and for the purpose set forth.

3. An attachment for locomotives consisting of flanged wheels running upon the track and with extended hubs, reversely iianged wheels supported upon said extended hubs, and with extended yhubs supporting the treads of the traction Wheels of the locomotive, and coupling binder rods connecting the axles of said flanged wheels, and with anti-friction rollers therein adapted to carry the end thrust and support said coupling binder rods, substantally as shown and described.

et. In an attachment toalocolnotive,langed Wheels running upon the track and having extended hubs and coupled by their axles, flanged wheels running by their treads upon said extended hubs, and with hangers upon their axles, anti-friction rollers Within said hangers, and supportingthem upon said axles, and equalizing bars carried by said hangers and supporting the forward end of said locomotive, substantially as shown and described.

In an attachment to a locomotive, three sets of flanged Wheels running upon the track, the central set being the largest in diameter,

and with extended hubs and coupled by their axles, two sets of flanged Wheels supported by their treads upon said extended hubs and With hangers upon their axles, anti-friction rollers Within said hangers and supporting them upon said axles, and equalizing bars carried by said hangers and supporting the forward end of said locomotive, substantially as shown and described.

G. In an attachment to locomotives, a series of flanged wheels mounted upon axles and running upon the track and with extended hubs, coupling rods connecting` the axles of said flanged wheels, reversely hanged Wheels supported by their treads upon said extended hubs, and with extended hubs adapted to support the traction Wheels of said locomotive, and safety rods or chains connecting the several axles loosely, substantially as shown and described.

7. In an attachment to locomotives, a series of sets of hanged wheels running upon the track and with extended hubs,one set of said wheels being larger in diameter than the others, coupling rods connecting the axles of said anged Wheels, reversely iianged Wheels supported by their treads upon said extended hubs, and With reversely extended hubs supporting the traction Wheels of the locomotive, substantially as shown and described.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

WILLIAM JENNUGS IIOLMAN,

In presence of* WM. A. PETERSON, C. N. WooDWann. 

